Internal-combustion engine



Jan. 27, 1931'.

V. CIZEK INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 1 Filed Feb. '18, 1929 FIG.4.

IINVENTOR B N ATTORNEY Jan. 27, 1931. v. CIZEK 1,790,193

INTERNAL COMBUSTION ENGINE Filed Feb. 18, 1929 '2 Sheets-Sheet 2 FIG. 2.

INVIZNTOR BY W ATTO R N EY I 5 Patented Jan. 27, 1931 UNITED STATES PATENT OFFICE VOJ'TECH CIZEK, F ASTORIA, NEW YORK INTERNAL-COMBUSTION ENGINE Application. filed February 1a, 1929; Serial no; 340,751.

which is exceedingly simple in construction,

efiicient in operation, and which comprises a single" shaft only, that is to say one in which the cams for actuating the several valves of the engine are mounted on the main or driven shaft thereof.

Another object of the invention is to provide an improved driving connectiombetween the several working pistons of the engine and the driven shaft thereof, the novel feature residing 'n the fact that the connecting rods of the en 'ne, while attached to the wrist pins of the pistons, are not directly attached toan element carried by the driven shaft or to the latter, but cooperate with cams on said shaft.

lVith these and other objects in view, which will more fully appear as the nature of the invention is better understood, the same conconstruction of parts hereinafter described,- pointedout in the appended claim and illustrated in the accompanying drawings, it .be-

-" made in the size and proportion of the several parts and details of construction within the scope of the appended claim, without departing from the spirit or sacrificing any of the aduantages of the invention.

One of the many possible embodiments of the invention is illustrated in the accompanying drawings, in which Figure 1 is a central vertical section taken through a pairof opposite cylinders of the ing the various intervals of one cycle.

sists in the combination, arrangement and ing understood that many changes may; be

F improved engine and the elements co-operat- In accordance with the invention one or more pairs of cylinders are employed, the cylinders of each pair being disposed on opposite sides of the driven shaft of the engine. With the pistons of each air. of cylinders is associated an oscillatable ell-crank lever, to which are fixed the connecting rods co-operating with the said pistons. Each connecting rod bears against a cam, keyed or otherwise attached to a driven-shaft, whereby the reciprocating motion of the pistons is converted into rotary motion of said shaft. The several cams of the engine are so designed and arranged relative to each other that a four-.stroke cycl is carried'out in each cylinder during a single revolution of the engine shaft, without modifying the fourstroke cycle, that is to say. a working stroke follows the ignition of the charge, followed by exhaust, charging ,and compression strokes I Referring now to the drawings, the numeral 10 indicates the crank-case of the engine, on

which are mounted cylinders 11, the said cylinders being arranged in pairs and those of each pair being disposed on opposite sides of the driven shaft 12 of-the engine. This shaft isjournalcd in the well-known manner in bearings 13, formed upon or carried by the crank-case. In each cylinder operates in the well-known manner a piston 14, the two pistons operating in a pair of cylinders being connected by connecting rods 15 and 15 with the opposite ends ofa bell-crank lever 16, the latter being pivoted at 17 to the crank-case.

"The arms of the bell-crank lever are of equal lengths, and the pivot pin 17' extends in parallel relation to the driven shaft 12' and is disposed in a vertical plane passing through the axis of the said shaft, as clearly shown in Figs. 1 and 2 of the drawings. On the pins 18 and 18', connecting the'rods 15 and 15', respectively, with the bell-crank lever 16, are mounted rollers 19 and 19', respectively. In order to reduce friction'between a rollerand its pin, roller bearings 20 are used on these elements. The two rollers19 and 19', co-

operating with a pair ofv pistons 14, are disposed on opposite sides of the respective bellcrank'lever 16, as clearly shown in Fig. 2 of the drawings. With each pair of rollers 19 and 19 cooperate two cams 21 and 21, keyed or otherwise fixed to the driven shaft 12, the said cams being located on opposite sides of the respective bell-crank lever 16.

Each pair of cams 21 and 21 is symmetrically disposed on the shaft 12, as clearly appears from Fig. 1 of the drawings If divided on a circle into sections of 45 degrees, as indicated in Fig. 1 of the drawings, it will be noted that the cam 21 has from the starting point 22 an uninterrupted curvature through the first 90 degrees in the direction of the arrow shown in Fig. 1 of the drawings. In the next 45 degrees, its acting face is curved toward the longitudinal axis of the shaft 12,

I and thence through an arc of the next 45 de grees it is in the form of a sinoidal curve to the point 23. From the point 23 back to the point 22, that is to say through an arc of the next 180 degrees, the configuration of the cam is the same as that described in connection with the first 180 degrees. The configuration of the cam 21' is the same as that of the cam 21, but it is disposed in symmetrical relation to the latter on the shaft 12.

Each cylinder is provided with an inlet port and with an exhaust port, not shown as the construct-ion of the same is well-known, and these ports are controlled by inlet valves and outlet valves, which have not been shown in detail because their construction and operation is well understood by those versed in the art. In 'the drawings, however, the valve operating mechanism has been illustrated, consisting of reciprocating members 24, associated with the inlet valves, and reciprocating members 25, co-operating with the exhaust valves. These reciprocating members act directly on the valve stems and cooperate each with a bell-crank lever 26, pivoted at 27 to a bracket 28, -the latter being mounted within the crank-case 10. One end of a bell-crank lever is in contact with the respective reciprocating element 24 or 25, while its other end carries an anti-friction roller 29, acted upon by a cam 30 on the driven shaft 12. The arrangement is such that the inlet valves of'a pair of cylinders isacted upon by a single cam, and the outlet valves of a pair of cylinders isalso operated by a single cam. In other words, the four-cylinder engine, asillustrated in the drawings, having four inlet and four outlet valves, comprises four cams only.

On the driven shaft is mounted a. fly wheel 31, in the manner and for a purpose wellknown.

The operation of the engine is as follows: Referring to Fig. 2 of the drawings, let us assume that the cylinders are firing in the order I, II, III, and IV, attention being called to the fact that in the said figure the cylinders are not shown but the connecting rods of the pistons and the elements co-operating therewith are delineated, so that the operation of the engine will be well understood by having reference to the said figure. The piston in cylinder I (Fig. l) is at the end of its compression stroke and the piston in cylinder II is at the end of its suction stroke. The explosion in the cylinder I, through the piston therein and the connection thereof with the shaft 12, imparts, as will be seen hereinafter, to the said shaft 0. turn of 90 degrees in the direction opposite to that of the arrow shown in Fig. 1, carrying with itthe several cams on the shaft and thereby imparting movement to the pistons in the remaining cylinders. Following now the action of the piston in thecylinder II and the movement of the cam 21 through a complete cycle of operation, it will be noted that during the first 90 degrees of a turn the charge in the cylinder II is compressed, the piston moving on its upward stroke so that the said cam and roller 19 at the completion of the'upward stroke-will,

the direction opposite to that of the arrow shown in Fig. 1 of the drawings, whereby the cam 21 and roller 19 co-operating with the cylinder II are brought into the positions shown in Fig. 5 of the drawings. Thereafter an explosion occurs in cylinder III, resulting in an exhaust stroke of the piston in cylinder II, the said piston moving during the next 90 degrees of shaft movement on its upward stroke whereby its cam 21 and roller 19 are brought into positions shown in Fig. 6 of the drawings. When thereafter an explosion occurs in cylinder IV, it is obvious that during the next 90 degrees of shaft movement the piston in cylinder II will move on its suction stroke, that is to say downwards, whereby its cam 21 and roller 19. are brought into the positions shown in Fig. 3 of the drawings. After this the cycle of operation is repeated.

Having now again reference to Figs. 3 to 6, inclusive, of the drawings, it will be noted that on each upward stroke of a piston the roller 19, co-operating-with the cam associated with the said piston, swings in the di rection of the movement of the cam, so that, while the cam moves through anarc of 90 degrees, the roller revolves along the cam surface through a distance of 45 degrees only, as will be seen by comparing Fig. 3 with Fig. 4, or Fig. 5 with Fig. 6: On the other hand, when a piston moves on its downward stroke, the roller swings in a direction opposite to that of the movement of the cam, so that, while the cam moves through an arc of degrees, the roller moves along the surface of the cam through an angular distance of degrees, as will be noted by cFomparing Fig. 4 with Fig. 5, or Fig. 6 with From the foregoing it appears that, when the pistons reciprocate in the well-known manner in the cylinders of the engine, the bell-crank levers 16 are caused to oscillate. This oscillation is converted into rotation of the driven shaft 12 of the engine by the rollers, carried by the said bell-crank lever, and

the cams 21and 21, which are fixed, as above described, to the said driven shaft. It also appears that in each cylinder of the engine a four-stroke cycle is carried out during a single complete revolution of the engine shalft, without modifying the four-stroke c c e.

It is obvious that, while herein a fourcylinder engine has been described, the number of cylinders may be increased or decreased according to the requirements without changing the principle of the invention.

What I claim is An internal combustion engine including a driven shaft, a pair of cylinders arranged on opposite sides of said shaft, a piston in each cylinder, a bell-crank lever fulcru'med in a vertical plane intersecting the longitudinal axis of said shaft,'a connecting rod connecting each piston with said bell-crank lever, a roller on each connecting rod at its point of juncture with said bell-crank lever, and two asymmetric cams symmetricall fixed to said driven shaft co-operating with said rollers, whereby the reciprocating motion of said pistons is converted into rotary motion of said shaft, said two cams being located on oppositesides of said bell-crank.

lever.

Signed at New York city, in the county of New York, and State of New York, this 7th day of February, A. D. 1929. v

VOJTECH CIZEK, 

